Railway-car telegraph



(No Model.) 2 Sheets-Sheet 1. O. R. ARNOLD.

RAILWAY GAR TELEGRAPH.

Patented Dec. 9, 1890.

2 Sheets-Sheet 2.

' (No Model.)

0. R. ARNOLD. RAILWAY GAR TELEGRAPH.

Patented Dec. 9, 1890.

2, M @51 W Clflfomefif wiimaawo graph, of which the following is aspecificaneer from any car of the train and such sig- I Unitas StartsATENT Urrrcn.

CRAIG It. ARNOLD, OF SHARON HILL, PENNSYLVANIA.

RAlLWAY-CAR TELEG RAPH.

SPECIFICATIQN forming part of Letters Patent No. 442,347, dated December9, 1890.

Application filed July 13, 1889.

T0 aZZ whom it may concern:

Be it known that I, CRAIG R. ARNOLD, a citizen of the United States, anda resident of Sharon Hill, in the county of Delaware and State ofPennsylvania, have invented a certain new and useful Railway-Car-SignalTeletion.

My invention relates to apparatus for sig naling on railway-trains froma train-man to the engineer, and vice versa.

My invention consists in the general combinations of apparatushereinafter described, whereby a signal may be given to the enginal maybe answered or repeated from the locomotive without using thelocomotivewhistle.

Myinveution consists, further, in special arrangements whereby thetrain-circuit may be supplied from a dynamo on the engine and thecurrent may be adjusted to the number of cars composing the train.

My invention also relates to the manner of forming the circuit throughthe train and of completing the connection between cars of the train, aswell as to other details and combination which will be hereinafter moreparticularly referred to.

The various combinations and improvements constituting my invention willbe first described in connection with the accompanying drawings, andthen specified in the claims.

In carrying out my invention I aim to dispense with continuousbell-ropes running through the train by substituting push-buttons orother circuit-breakers on each ear of the train placed in position to bereadily accessible.

In my improved apparatus I also organize the circuit and apparatus sothat the change of circuit condition produced on an year shall be feltand be capable of observation in every other car on the train, so thatno one can give a signal to start, stop, .or reverse, or other signalwithout the knowledge of every one on the train. I further aim to causea continuous signal to be given by a vibrating bell on the locomotive incase the train should part at any point. By making the stop-cock in theair or steam train-pipc operate a circuit-con- Serial No. 317,421. (Nomodel.

troller of any suitable description, so as to put the train-circuit inits normal condition, I insure the operativeness of such circuit,because the act of closing such cock on the rear car of a train is theusual and necessary action in order to maintain the air or steampressure in the train-pipe. An equivalent nay, and one which may be usedin connec tion with or separately from that just specified, would be tomake use of the so-called dummy coupler at the end of the car. Thepurpose of these dummy couplers is to support the coupler at the rear ofthe last car of the train and at the same time make an air-tight jointthat shall close the rear end of the air or steam pipe, so that the airor steam may not escape, and it in fact serves, in con nection with thecoupling itself, the same purpose as a stop-cock in thisrespect. In thiscase the coupler when hung up would operate to complete or act upon thetraincircuit in any proper way to put the same in normal condition. If,for instance, the coupler carry an insulated contact forming oneelectrode of the circuit and the body of the coupler be the other pole,contact of both poles with the iron dummy would obviously close circuit.\Vhen, therefore, in the claims at the end of this specification Ispecify a stop-cock as operating a circuit-closer or controller foracting 011 the train-circuit, I wish to be understood as including theequivalent arrangement just described for sealing or closing theterminal of the train air-pipe.

In the accompanying drawings, Figure 1 is a general diagram illustratingthe connection of the electrical apparatus. The manner in which thetrain-circuit is formed and the detail connecting devices are omittedfrom this figure for the sake of simplicity. Fig. 2 is a side elevationof the coupling devices and stop-cocks of an air-brake pi pc asconnected to form a train-circuit. Fig. 3 is a cross-section through thehose-coupling provided with the devices for completing the train-circuitconnect-ion when the hose is coupled. Fig. at is a vertical sectionthrough the supporting devices for the spring-contact mounted on eachhalt of the coupling. Fig. 5 is a longitudinal section through thehose-pipe.

G is an edge view of a circuit-closing sprii'lg on the stopcock in the2tl1bl'tle pipe. Fig. 7 is a vertical section through a coupling hung toa dummy-coupler so as to complete the train-circuit at the end of atrain. Fig. 8 is a side elevation of a double tap-bell used on a car.

A is a dynamo-electric machine placed on the locomotive of a train orthe tender for the locomotive and driven by an engine taking steampreferably from the locomotiveboiler. This dynamo may be of any desiredpattern and will furnisha source of current constant and reliable, beingfar preferable to the galvanic batteries ordinarily employed fortrain-signaling, whiclrare'uncertain and unreliable.

Bis the armature of the dynamo, O the commutator-cylinder, and D D theordinary commutator-brushes.

The dynamo may be likewise used as a means for operating an electriclamp in the locomotive head-light.

The train-circuit is indicated by the numerals 5 6, and is in a circuitfrom the dynamo-brushes D D by suitable wires or connections 4 7. In thecircuit thus formed and on the locomotive within control of the engineeris an artificial resistance G, of any suitable character, provided witha handle working over a scale provided With numerals corresponding tothe number of cars on the train. Turning the handle toward a lessernumber of the scale increases the resistance and in an oppositedirection toward a greater number decreases the resistance, as isrequired with a greater number of cars. A compensation is thusprovided'for differences of resistance of the train-circuitcorresponding to differences in the number of cars composing the train.The maximum resistance of G corresponds to the maximum number of carswhich are likely to compose a train. l/Vith a lesser number the engineerturns the handle to the corresponding number, thereby increasing theresistance of G correspondingly, so that practically the totalresistance will be the same Whatever the number of cars. As thegraduation of resistance is according to the resistance of theindividual cars, the adjustment may be readily made by the engineer whenhe knows the number of cars on the train by simply turning the handle tothe number.

The train-circuit, formed in the manner to be presently described, is aclosed circuit. On each car and in series circuit with one anotherthroughout the train are one or more circuit-breakers P of any suitablecharacter and one or more signal-receiving instruments M, adapted togive a signal preferably on both the opening and closing of the circuit.The circuit-breakers P may be ordinary push-buttons located on the sideof the car.

The instruments M may be made as ordinary electro-magnetic tap-bells,the armaturelevers of which are provided with two bellhammers, asindicated in Fig. 8, one adapted to strike the hell on the opening ofthe circuit and the other on the closing. Signals by the Morse code maythus be readily given, the taps corresponding to the front and backstrokes of a sounder. The front stroke also serves to signify that thecircuit has been completed or put in normal condition, as will bepresently described.

L is a circuit-breaker in the train-circuit and placed on the locomotiveso that the engineer may answer or repeat the signal from a car of thetrain by breaking the circuit and causing the bells M to operate.

- Signals are received on the locomotive by *the instrument Hfwhich isplaced in a separate branch 8 8 from the main circuit at point 2 andcontrolled by a relay F of anysuitable character in the main circuit.The branch 8 includes the back contact N N of the relay, and is closedwhenever the main circuit is broken.

H is preferably a vibrator-bell, which continues to sound so long as thecircuit 8 is closed.

E is an artificial resistance,which is placed in the main circuitbetween the dynamo and and the point 2 of division of the main and localcircuit, and serves to cut down the dynamo-current so as to preventinjury to the apparatus. The resistance G is placed in the circuitbeyond the point of division. Its adjustment will not therefore affectthe operation of the instrument in the local branch 8 8, wh ch is ofpractically constant resistance.

The dynamo A is also used for producing light for the locomotiveheadlight, which I accomplish by putting an electric light J of anysuitable character for said head-light in another branch 10 1O takenfrom the dynamo. In this branch and on the locomotive I place a switch Kof any form suitable for admitting current to the light J at pleasure.

The resistance E before referred to is preferably large or of suchamount that the variations in the amount of current forced into the lampbranch will not be great when the main circuit is opened or closed.

To form the complete train-circuit 5 6 I propose to make use of thepermanent pipes, usually made of iron, running beneath each car andcoupled together throughout the train, so as to make a-continuous pipefor the conveyance of air or steam under pressure. As it is a part of myplan to make the circuit partially through the conductors leadingthrough the coupling-hose at the end of the car, I prefer generally toemploy the train air-pipe for the purpose, since steam would be liableto injure the insulation. One side of the circuitthe outgoing orreturnbeing made through the pipes, the other side, as 5, is made upprincipally of an independent insulated conductor. Both sides of thecircuit mayin accordance with my invention be completed throughcouplings between the cars and be made by the very act of coupling.

The train air-pipes of two coupled cars are shown at 14: 14, the nipplesin which they terminate at 15,the hose at 1-3, and the coupl r at ll.Each half of the coupler, which may be of the usual pattern, has ascrew-plug bearing an insulated electric contact 27, borne by a rod 40and resting on a spring 31, which in turn rests on a block 30 ofconducting material. These parts are supported in a piece 2.) ofinsulating material sueh as insulated fiher made, prefer. bly, as atube, which is seated or fixed on the center of the plug or block 33 andinsulates the contact 27 from the body of the coupler. A collar 34 ofconducting material on the outside of t be tube receives abinding-screw32, which passes through the collar and into piece 30, thereby makingconnection to the contact 27 from insulated wire 20 within the hose andfastened at one end to the collar by the screw. Connection between theother end of wire 20 and conductor 21 outside the piping is made througha tight-headed plug of insulating material inserted through a hole inthenipple, from within and through which plug passes a screw 17 ofconducting material.

16 is a nut, and 18 a washer of conducting material at opposite ends ofthe screw, and 19 is a washer of non-conducting material on the outside.The ends of the wires 20 21 are clamped, as shown. ire 21 connects withwire 5 on the car, and, so with the bells and push-buttons, throughspring 23, forming a part of the circuit, but also serving as one of thecontacts of a switch, as will be presently described. Insulated w ire38, passing through the hose, is connected at one end by a suitableclamp, as shown, to the body of the coupler and at the other to thetrain-pipe. It will be noted that thus the wires or conductors 20 and 38terminate in two insulated terminals, whereby when a car is uncoupledthe circuit is broken.

As will be obvious, in placing the two couplers together the wires 5 ofadjoining cars will be connected through engagement of the insulatedspring-contacts 27 at the center of the two halves of the coupler, andthe pipes 14: will be electrically connected through the wires 38 andthe body of the coupler.

To insure the connection of the two sides of the circuit at the end ofthe train,l utilize the stop-cock, which must be used to close theair-pipe, and which is caused to operate on a circuit-closer of anycharacter when turned for thepurpose of sealing the air-pipe.

12 is the stop-cock; 25, the handle -arm thereof, which requires to beset into horizontal position to close the pipe.

26 is a block of insulating material Iixcd to the stop-cock body andcarrying a bow-spring 23, which is in electrical connection with thewire 5 through attachment of the latter to it.

24 is a contact-arm carried by the cock and adapted to engage with 23when the cock is turned, so that its pin 85 will engage the stop at 36.The arm, being in electrical connection with the stop-cock and pipe,will obviously connect conductor and the conducting air or steam pipeforming the other side of the circuit. Such closure of the air-pipe andthe circuit at the rear of the train will be announced on the bells M ofthe various cars of the train through contact of the bellhammer with thebell, breakage of circuits by instruments P or L, or by rupture of thetrain being indicated by hammer b.

It is obvious that the use of the dummycoupler 50 at the rear of thetrain in the ordinary way would serve also to close the circuit, thecircuit in this case being completed through engagement of the contact2-7 and the body of the coupler carrying the same with the same mass ofconducting material forming the dummycoupler.

To form the circuitdescribed for the apparatus, Fig. 1, it would be onlynecessary to join wire l on the engine to the wire 5, leading from thestop-cock in the air-pipe at the rear of the tender, and to connect wire'7 to the air or steam pipe 14: on the locomotive, or to some part ingood electrical connection therewith. The circuit would then be frombrush D, resistance E, relay F,resistance G, circuit-breaker L, wire 5,spring 23, wire 21, through the coupler-contacts 27 at the front of thefirst car of the train, through the wire 5 and instruments P M in thecircuit thereof 011 the car, and so on through successive cars to thecontact 23, at the rear of the last car, to the stop-cock, the pipe 1ton such car, and back to the locomotive-wire 4t and the dynamo, throughthe coupler-bodies, wires 38, and pipes 14: of intermediate ca s; or, atthe rear of the train, the circuit, instead of going by spring 23 andstopcock, might go by wire 20, contact 27, dunnny-coupler 50, body ofrear coupler, wire 38, and so back by the pipes 14 to the locomotive.

\Vhile the bow-spring 23, located and constructed as shown, affords inconnection with the arm on the stop-cock a convenient means of closingthe circuit, I do notlimit myself to this construction, but may use anyform of device adapted to close the circuit when the stop-cock isturned. It is also obvious that the closing of the circuit by thecoupler when the latter is made to close the pipe at the rear of thetrain might be accomplished by other circuitrclosing devices besidethose described. The manner described of closing the circuit isdesirable, because it makes use of the contact devices which are used incoupling the pipes of the cars.

Other ways of mounting and supporting the spring-contact on the couplermight be used, and the connection between the conductors 20 and 21mightbe made by other devices,without departing from the generalprinciples of my invention. The means shown are, however, especiallyuseful and efficient.

'hat I claim as my invention is 1. The combination of an air or steamtrainpipe, an electric circuit containing signaling devices, and astop-cock with a circuit-controller operated by such stop-cock foroperating the signaling devices in the signaling-circuit, substantiallyas described.

2. The combination, with an air or steam train-pipe and an electriccircuit comprising signaling devices and formed in part over the air orsteam train-pipe and in part through a separate conductor, of astop-cock carrying one member or electrode of a circuit-closer and asecond electrode or contact connected to the separate conductor of thetrain-circuit and in position to be engaged by the electrode carried bythe stop-cock when the latter is turned, substantially as described.

3. The combination, with an air or steam train-pipe, an electric circuitformed in part over the train-pipe and in part through a separateconductor, the conductors for each car terminating in insulatedterminals at the pipecouplings, and signaling devices included in thecircuits, of a stop-cock in the train-pipe carrying one electrode and asecond electrode included in the separate conductor, whereby when thecars are uncoupled the train-men are notified when the stop-cock isclosed, substantially as described.

4. The combination, with a train-pipe and an electric circuit, theconductors of which 01 each car end in insulated terminals, andsignaling devices comprised in and adapted to operate both at theopening and closing of the circuit, of a stop cock adapted to close thecircuit when it closes the train-pipe, whereby a signal is given bothwhen a caris uncoupled or ruptured and upon the subsequent closing ofthe stop-cock, substantially as described. 5. The combination, witharailway-trainsignal apparatus, of a dynamo-machine on the enginesupplying current to the train-circuit :to which signal receiving andtransmitting apparatus are connected, a separate branch or loop on theengine containing an electriclamp, and a circuit controller or switch insaid loop, as and for the purpose described.

6. The combination, with the dynamo-machine on the locomotive-engine, ofthe three separate circuits or branches, one a train-circuit, a secondconsisting of a local circuit containing a signal-bell and controlled bya relay in the first, and the third consisting of a loop orbranchincluding a locomotive headlight.

7. The combination, with the air-pipe hose, the coupler, and theair-pipe, of the insulated conductors within the hose, one attached atits ends to the air pipe or nipple thereon and to the coupling, theother passing through an insulating-plug near the end of the airpipe toan external conductor and connected on the coupling to an insulatedcontact.

8. The combination, with the train-signal circuit and local circuit onthe engine, of a dynamo on the engine, a resistance in thecircuitthereof between the dynamo and the point of division of thetrain-circuit and local circuit, and an adjustable resistance in thetrain-circuit beyond thepoint of division.

9. In a railway-train-signal apparatus, the combination, with atrain-circuit supplied from any suitable source on the engine, of abranch from such circuit containing a signal device, and an adjustableresistance on the engine and in the train-circuit beyond the point ofconnection of the branch.

10. The combination, with the coupler, of the plug, the insulating-tubemounted thereon, a block of conducting material at the bot tom thereof,and a spring-contact consisting of a headed spindle carried on a spiralspring supported in the tube and resting on the contact-block.

11. The combination, with the hose-coupling for an air-brake, of ascrew-plug bearing a piece of insulating material seated in saidscrew-plug, and an electric contact mounted on the same at the center ofthe coupling, and means for connecting the contact with an electriccircuit, substantially as described.

Signed at Chester, in the county of Dela- I ware and State ofPennsylvania, this 12th day of June, A. I). 1889.

CRAIG R. ARNOLD.

- Witnesses:

B. W. BLAKELEY, FRANZ RABL.

